Internal combustion engine



oct. 15, 1940.

L. E. FOWLER INTERNAL GOMBUSTION` ENGINE 2 Sheets-Sheet l Filed AprillO, 1939 INVENTOR Hilf/ef:

ea/Zar/ Z f1 TTORNE K9.

Oct. 15, 1940.

1., E, FowLr-:R

INTERNAL COMBUSTION ENGINE 2 Sheets-Sheet 2 Filed April lO, 1939 r INVENTOR ra/7dr?? ZT 7.a 1f/ez? TTORNE Ys.

economies in manufacture.

Patented 0d. 15, 1940 -UNITED STATES MTENTVormenA INTERNAL COMBUSTIONENGINE Leonard E. Fowler, Detroit, Mich.

Application April 10, 1939, Serial No. 266,933 j 10 Claims. (Cl.12S-195) This invention relates to internal combustion engines, pumps,compressors or the like and has for its principal object the provisionof a construction of simplified form producing marked Refererice will bemade herein only to the application of the invention to internalcombustion engines, this for the purpose of simplicity in description,and the application of the invention to other like uses will thus bemade clear to those skilled in the art.

Other objects of the invention include the provision of an internalcombustion engine having a cylinder and at least a part of the crankcasethereof formed integrally with each other, the crankcase portion havingan open side through which tools may be inserted to machine the interiorof the cylinder for reception of a piston and the crankcase forreception or formation of the crankshaft bearings therein; the provisionof an internal combustion engine including a cylinder and a crankcaseportion formed integrally therewith, the crankcase portion beingprovided with a face extending at an angle to both the axis of thecylinder and to the axis of the crank shaft and having an opening insuch face whereby to permit the insertion of tools into the bore of thecylinder and into the crankcase for effecting a machining operation uponthe same; the provision of an internal combustion engine having acylinder provided with an integral cylinder head and crankcase portion,the crankcase portion adapted to rotatably support a crank shaftdisposed at right angles to the axis of the cylinder, the crankcasehaving a planular face disposed at an angle to both the axis of thecrank shaft and to the cylinder axis providing an opening leading intothe crankcase through which tools may be inserted to machine both thebore of the cylinder and the crankshaft bearing receiving portion of thecrankcase, means being provided for effecting a closure of the openingfor normal engine operating conditions; the provision of a constructionas above described in which the means for closing the opening in thecrankcase also serves to provide means for supporting an additionalbearing for the crank shaft; and the provision of an internal combustionengine as above described in which complementary cylinder and crankcaseportions are arranged in opposed relationship with the crankcaseportions cooperating with one another to close the correspondingmentioned openings. y

other objects of the invention include the provision of an internalcombustion engine having a crankcase face directed at an angle tothe'axis of both the crank shaft and the cooperating cylinder, thecylinder being provided with a piston connected by means of a connectingrod to the crank shaft, the throw of the crank shaft being removablewith respect to the crank shaft proper whereby to permit the use ofunsplit large ends on the connecting rods, and the provision of anengine crank shaft for an internal combustion engine includingseparately formed throw portions removably secured to the crank shaft ina novel manner.

The above being among the objects of the present invention the sameconsists in certain novel features of construction and combinations ofparts to be hereinafter described with reference to the accompanyingdrawings, and then claimed, having the above and other objects in view.

In the accompanying drawings which illustrate suitable embodiments ofthe present invention and in which like numerals refer to like partsthroughout the several different views,

Fig. 1 is a partially broken, partially sectioned end elevational viewof an internal combustion engine constructed in accordance with thepresent invention;

Fig. 2 is a vertical sectional view of the engine shown in Fig. 1 takenon the line 2-2 thereof;

Fig.,3 is a sectional view of the cylinder and integrally connectedcrankcase part of the engine shown in Fig. 2, and takenin the same planeas `Fig. 2, illustrating the manner in which the cylinder bore and thecrank shaft bearing receiving bore may be machined by tools passingthrough the one opening in the crankcase;

Fig. 4 is a view similar to Fig. 2 but illustrating a modified form ofconstruction in which the crank shaft is provided with two bearingsinstead of one; 4

Fig. 5 is a view similar to Fig. 2 but illustrating the use of thecylinder and crankcase combination illustrated in Fig. 2 in duplicate toprovide a two cylinder opposed engine; y

Fig. 6 is a partially broken front end elevational view of a modifiedcrank shaft construction, illustrating a connecting rod shown in brokenview operatively associated therewith;

Fig. 7 is a vertical sectional view taken on the line 1-1 of Fig. 6;

Fig. 8 is a viewsimilar to Fig. 'l but illustrating a modifiedconstruction for securing a throw on 'the end of the crank shaft;

' Fig. 9 is a view similar to Fig. 6 but illustrating a modied form ofconstruction; and

Fig. 10 is a view similar to Figs. 6 and 9, but partially broken, andillustrating a. further modif out detracting fied construction forsecuring a throw on the end of a crank shaft.

The present invention has for its principal object the provision of asimple and economical construction for the cylinders and crankcaseportions of internal'combustion engines which will not only simplify thefoundry practices and costs in connection with the same but willfacilitate the principal machining operation thereon. In other words thepresent invention is directed to a construction which will render themanufacture of certain types of internal combustion engines considerablymore economical than is possible with conventional types ofconstructions and this withfrom the desired qualities of rigidity andefiiciency required in such engines for long life operation.

The present invention is applicable for use in connection with internalcombustion engines of either the two or four stroke principles, Dieselengines or any other type of engine including a crank shaft and a pistonreciprocable along an axis at substantially right angles thereto.Because of its nature it will' usually nd greater application in enginesof the smaller sizes and to engines of the single or type although itwill not be necessarily restricted to these types in all cases. Becauseof the simplicity of the construction ofthe conventional form of twocycle engines employing a carburetted mixture, this particular type ofengine has been selected for the purpose of illustrating the presentinvention in the accompanying drawings, the showing in this respectbeing illustrative and not limiting.

Referring now to the accompanying drawings and particularly to Figs. 1,2 and 3, an internal combustion engine is shown comprising a cylinder I4provided with a bore I 5, an integral cylinder head I6, and an integralcrankcase portion I 8. The bore I5 of the cylinder I4 is interiorlyprovided with a conventional piston 20, reciprocable therein, connectedin a conventional manner by means of a connecting rod 22 to a crankshaft indicated generally at 24. The crank shaft 24 is rotatablysupported in the crankcase I 8 with its axis arranged the cylinder I4through the vmedium of an integral axial extension 26 on thecrankcase`l8. Although the extension 26 may be of any suitable lengthand contain any suitable or desirable number of bearing elementsarranged in adjacent or suitably axially spaced relationship forrotatably supporting the crank shaft 24, the extension 26 is shown byWay of illustration as having a bore 21 containing a single bearingbushing 28 for rotatably supporting the crank shaft 24. Preferably theouter end of the bore 21 is provided with a conventional oil sealelement 30 for preventing the escape of lubricant from the interior ofthe engine along the crank shaft.

'I'he cylinder I4 may, of course, be cooled in any suitable orconventional manner but for the purpose of illustration in the presentcase it is shown as of the air cooled type and, accordingly. as beingprovided with a plurality of cooling fins 32 for dissipating the heatfrom the cylinder I4 to the surrounding air.

The important feature of the present invention that the crankcaseorcrankcase portion I8 is provided with a planular face 34 which extendsat an angle to both the axis of the crank shaft 24 and the axis of thecylinder I4. 'I'he angularity of the face 34 may vary from that shown inorder to satisfy the desires of the particular designer,

double opposed cylinder perpendicularly to the axis of but preferably itis disposed at an angle of 45 to the axis of the cylinder and crankshaft as shown in the drawings. The face 34 is provided with an opening36 therein through which the full extent of the bore I5 of the cylinderI4 and the -full extent of the bore 21 for the bearing bushing 23 in theextension 26 is viewable axially of such bores. As illustrated in Fig. 3this feature permits a boring or other tool such as 33 to be introducedinto the bore I5 of the cylinder I4 axially thereof for the purpose ofmachining orl otherwise finishing such bore, and'also permits a boringor other tool such as 40 to also be introduced through the opening 36,but, of course, at a time when the boring tool 38 is not in operativeposition, to bore the hole 21 for the bushing bearing 28, or anequivalent bore for receiving the crank shaft if no bearing bushing orthe like is to be employed.

'I'he -above described feature permits the combined cylinder I4,cylinder case portion I 6, forming an integral unitary structure, to bemounted in a suitable machine tool and permit both the bore I5 of thecylinder I4 and the hole 21 to be machinedv without requiring shiftingof the unit in any respect whatever. 'Ihe construction thus permits asingle set up for boring both the bore I5 of the cylinder and the hole21, consequently reduces the cost of machining these bores as comparedto conventional practices, and materially simplifies the accuratelocation and angularity of one with respect to the other. Additionallyit will be observed that because of the angular face 36 and therelatively large opening leading into the bore of the cylinder and theinterior of the crankcase, it facilitates the casting of the unit in thefoundry, permits a secure support for the various cores required, andthus permits the cores to be maintained in their proper position duringthe pouring operation and in fact is such as to permit the use l of agreen sand core for forming the bore of the cylinder and the interior ofthe crankcase under certain circumstances. 'I'hus it will be observedthat because of the provision of the angular face 34 with the relativelylarge opening 36 therein "f both the casting and the machining of theunit is considerably simplified and rendered materially more economicalthan is possible with conventional constructions, resulting in .aproduct that is considerably less expensive to manufacture and sell andyet one that suffers no loss from rigidity or efliciency because ofthese economies.

Where the crankcase 24 is provided with a single throw, the opening 36will be closed by a simple pan-like structure 40 closing the opening W36 and having marginal anges 42 complementary to the marginal portionsof the face 34 and suitably secured thereto as by screws or bolts 44with the preferable interposition of a suitable gasket 46. The closure40 is thus of a nature similar to the conventional oil pans employed onin ternal combustion engines and, as will be appreciated, may be formedof either a stamping or-a casting. It will, of course, be observed thatthe pan-like closure 40 is of a sufficient size to permit the necessaryrotation of the crank shaft and lower end of the connecting rod 22therein but where the engine is of a two cycle type, as in the caseillustrated, it will usually be desirable to maintain the volume of thecrankcase including that of the pan 40 at a minimum gure, while in thecase of a four-cycle. engine or of a Diesel type engine this volume isnot of such .great importance and it may be made of suillcient size tohold the usual supply of lubricating oil or the like head I6 andcrankcrank pin |04 is inserted inthe large end of the connecting rod,the piston is inserted into the bore I5, and then the shaft |00 isintroduced into place and is then forced into the bore |06 of the throw|02 after which the screw ||2 is inserted and tightened up. In someinstances it may be desirable to provide some means on thafree end ofthe crank pin |04 to prevent possible axial movement of the big end ofthe connecting rod 22 thereon. While any suitable means may be providedfor this purpose the particular means shown comprises a split washer ||4which is sprung into a groove ||6 formed in the outer end of the crankpin |04 immediately outwardly of the corresponding end of the connectingrod big end as best brought out in Fig. 2.

In the construction illustrated in Fig. 4, the throws of the crank shaftand the crank pin are all integral with one another and in such case itis necessary to provide the big end of the connecting rod 22' with aremovable cap in accordance with conventional practice. The crank shaftshown in Fig.5 also includes throws and pins formed integrally with themain portion of the shaft and consequently requires the connectingv rodsto be provided with removable end caps for the purpose of assembly anddis-assembly.

In Figs. 6 and 7 -a modification of the type of crank shaft constructionas shown in Figs. 1 and 2 is illustrated and which, accordingly, permitsthe use of an unsplit big end for the connecting rod 22. In this casethe crank pin is illustrated at |04' and identical in construction tothe crank pin |04 previously described. The throw |02 is similar to thethrow |02 previously described and is provided with a similarcounterweight |08'. In this case, however, the counterbalance portion|08' is not split but instead the corresponding end of the shaft |00' istapered as at |20 and its extreme end portion is formed to provide ashort stud |22 thereon. The bore |06 in the throw |02 in this case isformed for complementary reception of the tapered end |20 of the shaft|00 and it is maintained securely in place thereon by means of a nut |24`threaded on the stud |22 in conjunction with a washer |26. A key |21 isemployed between the tapered end |20 and the throw |02 to positivelyprevent relative rotation between these parts.

The construction illustrated in Fig. 8 is identical to that illustratedin Figs. 6 and '7 and similar parts are'indicated by the same numerals,the main difference in this case being that the tapered end |20' of theshaft |00' is provided with-a plurality of splines |28 thereon and thebore |06 is provided with a corresponding number of opposed grooves orkeyways which receive the splines |30 therein to prevent relativerotation between the throw and the shaft portion |00'. The peripheralsurfaces of the splines lie in the surface of a cylinder and the keywaysin the throw |02 are correspondingly formed, this for the purpose ofease in manufacture.

In the modification illustrated in Fig. 9 the same shaft |00 is employedas in Figs. 1 and 2 and the throw |02" is provided with a counterweightportion |08" the same as in the construction illustrated in Figs. 1 and2 and is provided with a.

cylindrical bore for reception of theouter end of the shaft |00. Thecounterbalance portion |08" is in this case also split but instead ofbeing split centrally is split adjacent one edge of the counterweightillustrated at |34 and a screw |36 is extended through the split portionof the counterbalance |08" to contract the corresponding portion of thethrow |02"` about tl e outer end of the shaft |00. Y

In the construction illustrated in Fig. 10 the same shaft |00 isemployed as in Figs. 1 and 2 and in Fig. 9. The throw |02a is providedwith a counterbalance portion |08a and is provided with a bore |06a forreception of the outer end of the shaft |00 the same as in theconstruction illustrated in Figs. 1 and 2. The counterbalance portion|08a is not split in this modification but a pin |2a corresponding tothe screw ||2 previously described passes transversely through thecounterbalance portion |08a in intersecting relation with respect to thesurface of the shaft |00. The pin ||2a in this case, however, is oftapered conformation and the small end thereof which projects beyond thecorresponding faces of the counterbalance portion |08a is formed toprovide a' trated in Figs. 1 and 2.

Formal changes may be made in the specic embodiments of the inventiondescribed without departing from the spirit or substance of the broadinvention, the scope of which is com mensurate with the appended claims.

What I claim is:

1. In combination, a cylinder head, a crankcase portion formedintegrally with said cylinder, a bore in said cylinder for reception ofa piston, a bore in said crankcase for reception of a crank shaft andarranged with its axis perpendicular with respect to the axis of saidcylinder, a face on said crankcase portion extending at an angle to theaxes of both the cylinder and said bore for said crank shaft and havingan opening therein through which tools may be inserted to machine boththe bore of said cylinder and said bore vfor said crank shaft, and aclosure for said opening.

2. In combination, a cylinder having a bore and a piston reciprocabletherein, a crankcase portion integral with said cylinder and having abore therein arranged at right angles to the axis of said cylinder, acrank shaft rotatably mounted in the last mentioned bore, meansoperatively connecting said crank shaft and said piston, a face on saidcrankcase portion disposed at an angle to both of said bores, said facehaving an opening therein through which the entire circumference of bothof said bores are viewable axially of said bores, and means sealed tosaid face forming a closure for said opening.

3. In combination, a cylinder having a bore adapted to receive a piston,a crankcase portion formed integrally with said cylinder and having acrankcase portion formed'integrally with said.

cylinder and provided with a bore for reception of thecrank shaft, saidbores being arranged at right angles to one another, a planar face onsaid crankcase portion arranged with the plane thereof disposed at anangle of approximately 45 to the axis of both of said bores. said facehaving 2,218,832 -Ni-tim as will be appreciated by those skilled in theart.

It may be noted that in the particular engine shown, it being of atwo-cycle type, it is provided with a conventional carburetor 50 whichcomi municates with an intakepassage 52 formed in 3 limit of itscompression stroke. Thus the piston in moving outwardly in the cylinderI4 creates a partial suction in the crankcase I8 and as soon as thepiston 20 uncovers the port 54 this partial suction is relieved by aflow of combustible s mixture through the carburetor 50, -passage 52 andports 54 into the'crankcase. As the piston 20 moves downwardly after thecrankcase has thus been filled with a combustible mixture through theports 54, it rst closes the ports 54 l to the escape of combustiblemixture therethrough and continued downward movement compresses thecombustible mixture in the crankcase and lower part of the cylinder, andas the piston approaches its bottom dead center position it rst uncoversthe exhaust port 56 which permits the escape of exhaust gases outwardlytherethrough into the passage 58 and through a muilier such as 60 to theatmosphere. Shortly after the piston 20 uncovers the exhaust ports 56 inits downward movement it uncovers the inlet ports 62 in the oppositesides of the cylinder and illustrated in dotted lines in Fig. 2. Theinlet ports 62 are connected by a passage 64 with the interior of thecrankcase I8 adjacent the lower end of the cylinder I4 so that as theports 62 are uncovered by the piston 20 the combustible mixturecompressed in the crankcase is permitted to flow up into the cylinder I4where it is compressed and exploded on the following stroke.

Where it is desired to use a crank shaft having a journal on oppositesides of the crank pin thereof, then resort may be had to theconstruction illustrated in Fig. 4. It will be observed that in thiscase the crank shaft 24' is provided with spaced journals "I0, spacedthrows 'I2 and a crank pin 14, all formed integrally with one another inaccordance with conventional practice, and the journal 'I0 is rotatablysupported in the bearing bushing 28 as in the previously describedconstruction. However in this case, instead of employing the pan member40 described in connection with Figs. 1 and 2, a modified form thereofindicated at 40 is employed in its place. In this case the closuremember 40 is preferably of cast construction and is provided with anaxial extension 16 interiorly provided with a blind bore 'I8 receiving abearing bushing 80 for receiving the remaining journal 10. 'I'he closuremember 40' is, of course, secured to the integral cylinder and crankcaseunit in the same manner as the previously described closure 40 and issealed thereto by means of an equivalent gasket 46. In Fig. 4 theclosure member 40 is illustrated as being provided with a plurality ofapertured lugs 82 which may be employed as a mounting means for theengine if desired.

Where it is desired to construct a two cylinder opposed engine the samegeneral effect as obtained in Fig. 4 may be obtained but without the useof a closure member additional to the crankcase and cylinder unitsthemselves. As illustrated in Fig. 4 a pair of units identical to thoseillustrated in the previous views and each including a cylinder I4,cylinder head I6 and crankcase portion I8 are arranged in opposedrelation and with the angular faces 34 thereof in opposed contactingrelation with respect to each other and suitably secured together insuch a position. Inasmuch as this requires one of the cylinders to beturned 180 with respect to the other it provides spaced journals for thecrank shaft 80 and each of the units serves as a closure for theopposite unit. In this case where the engine is of the two stroke type,the crank shaft 80 is necessarily provided with a palir of crank pins 82spaced angularly from one another by 180, one piston 20 being connectedto a corresponding crank pin. It will be observed that the feature ofproviding the angular face on the integral cylinder andcrankcase portionof the present invention thus admirably adapts it to use as either asingle or a double opposed cylinder engine.

Referring now to the construction shown in Figs. 1 and 2 it will beappreciated that if the large end of the .connecting rod 22 is not of asplit character it is impossible to use a crank shaft in which the throwand the crank pin are formed integrally therewith for in such case itwould be impossible to either assemble or disassemble the structure.'I'he crank shaft may be of an intgral construction if the big end ofthe connecting rod is of a conventional split character embodying aremovable cap or lower half. Where the big end of the connecting rod isnot of a split character, it is then necessary to make either the throw,the crank pin or both removable from the main portion of the crankshaft. This latter construction is shown as forming one feature of thepresent invention and resulting in a construction more economical tomanufacture than one requiring a split bearing on the connecting rod aswell as effecting certain economies where the engine is employed todrive certain other devices and particularly where a part of such otherdevice is built upon the crank shaft.

Accordingly, in the construction illustrated in Figs. 1 and 2 the crankshaft 24 comprises a separately formed cylindrical part serving toprovide the main journal of the crank shaft and through which the enginemay be connected to some driven device. The throw |02 and the crank pin|04 are preferably formed integrally with one another but separately ofthe part |00. The throw |02 is provided with a hole or bore |06 thereinin which the corresponding end of the shaft |00 is closely received. Thethrow |02l is formed to provide the usual counterweight I 08 thereon forcounterbalancing the weight of the piston 20 and part of the connectingrod 22 and the counterweight portion is centrally split as at IIO intothe bore |06. A bolt or screw II2 is extended through the counterweightportion |08 as best illustrated in Fig. 1 across the line of split II 0and in partially intersecting relation with respect to the end of theshaft |00 received in the bore |06. The intersecting relation of thescrew I I2 with the shaft I I 0 serves as a key to positively preventrelative rotation of the throw |02 with respect to the shaft |00 and bytightening up the screw II2 it-contracts the wall of the opening |06about the end of the shaft I 00 to rigidly secure the same in place.'I'he screw or bolt I I2 is readily accessible through the opening 36after the pan 40 has been removed and this permits ready assemblage anddis-assemblage of the crank shaft. In assembling the piston, connectingrod and crank shaft in the engine ,the connecting rod 22 is connected tothe piston 20 in the conventional manner by means of a wrist pin (notshown) the an opening therein providing access to both of said bores.

5. In an internal combustion engine or the like, in combination, acylinder, a piston reciprocable in said cylinder, a crankcase portionformed integrally with said cylinder and having a bore disposed at rightangles to the bore of said cylinder, a crank shaft rotatably mounted insaid bore in said crankcase portion, means operativeyly connecting saidcrank shaft and piston, a,

planar face on said crankcase portion disposed at an angle to both theaxes of said cylinder and said crank shaft, said facel having an openingtherein through which said piston is removable and permitting anunobstructed view of the entire circumferential extent f the bore insaid crankcase portion axially thereof, and a pan closing said opening.

6. In an internal combustion engine or the like, in combination, acylinder, a piston reciprocable in said cylinder, a crankcase portionformed integrally with said cylinder and having a bore therein disposedat right angles to the bore of said cylinder, a crank shaft rotatablymounted in said bore in said crankcase portion, means operativelyconnecting said crank shaft and piston, said crankcase portion having aplanar face thereon disposed at an angle to the axis of both saidcylinder and said crank shaft, an opening in said face permitting theintroduction of tools into both of said bores axially thereof for thepurpose of machining the same, and a closure for said opening forming anadditional bearing for said crank shaft.

'7. In an internal combustion engine or the like, in combination, a pairof cylinders arranged in opposed relationship, a crankcase portionintegral with each of said cylinders, said crankcase portions having aline of split between them arranged in a plane disposed at an angle tothe axes of both said cylinders, means securing said crankcase portionstogether, a bearing carried by earch of said crankcase portions, and acrank shaft rotatably supported between said bearings. I

8. A two cylinder opposed internal combustion engine or the likecomprising, in combination, a pair of identical cylinder and ycrankcaseunits arranged in opposed relationship and secured together, each ofsaid units including a cylinder and a crankcase portion formedintegrally therewith, a crank shaft bearing carried by each of saidcrankcase portions with the axis thereof arranged perpendicularlyl withrespect to the axis ofthe corresponding cylinder, an angularly disposedface on the crankcase portion of each of said units and said angularlydisposed faces being secured together in opposed and complementalrelationship with the axes of said cylinders aligned with one another, acrank shaft rotatably mounted between the bearings of said units, apiston in each of said cylinders, and means operatively connecting saidpistons to said crank shaft.

9. In an internal combustion engine or the like, in combination, acylinder, a piston reciprocable in said cylinder, a crankcase portionformed integrally with said cylinder and having a ibore therein disposedat right angles to the axis of said cylinder, a crank shaft rotatablymounted in said bore, means operatively connecting said crank shaft andsaid piston, said crank shaft including a cylindrical shaft portion anda separately formed throw and crank pin portion removably receivedthereon, means locking said throw to said cylindrical portion, and aplanar face on said crankcase portion disposed at an angle to both theaxes of said cylinder and said crank shaft, and said face having anopening,

therein through which both said throw andy piston are removable.

10. In an internal combustion engine or the like, in combination, acylinder, a piston reciprocable in said cylinder, a crankcase portionformed integrally with said cylinder and having a bore therein disposedat right angies to the axis of said cylinder, a crank shaftrotatablymounted in said bore, means operativelyconnecting said crankshaft and said piston, said crank shaft including a cylindrical shaftportion and a separately formed throw and crank pin portion removablyreceived thereon, means comprising a member carried by said throw inintersecting relation with respect to the surface of said cylindricalportion locking said throw to said cylindrical portion, and a planarface on said crankcase portion disposed at an angle to both the axes ofsaid cylinder and said crank shaft, and said face having an openingtherein through which both said throw and piston are removable.

LEONARD E. FOWLER.

